Internal-combustion engine.



O. KERSGHT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MARJO, 1914.

Patented Dec. 1, 1914.

W /mm gig 5% MW m attomug OTTO KERSCHT, OF DETROIT, MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

marinas.

Specification of Letters Patent.

Patented Dec. 1, 1914.

Application filed March 10, 1914. Serial No. 823,678;

{To (ZZZ whom it may concern:

lilo it known that I, -OTTO Knnscn'r, a citizen oi" the United States ofAmerica, residing at lletroi t, in the county of Wayne and State ofMichigan, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification, referencebeing bad therein to the accompanying drawings.

The invention relates to internal combustion engines of the semit-Dieseltype, and it is one of the objects of the invention to utilize the heatof combustion for pro-heating the air which is subsequently compressedto produce automatic ignition.

in the drawings: Figure 1 is a vertical longitudinal section through theengine;

Fig. 2 is a section on line ae-w Fig. 1 Fig.

3 is a section on line 'y-g and Fig. is a section on line 2-e.

A is the engine casing which is formed with the cylinder chamberB'containing the piston C, and a cylindrical valve chamber 1) having itsaxis parallel to the axis of the cylinder and piston. E is a pump pistonwithin the cylindrical chamber 1), and F and G are pitman or piston rodsconnecting the pistons C and E with the crankshaft H.

To utilize the heat of combustion in preheating the air, the wallsof theengine casing are hollow and are provided with a pinrality of passagesas follows: In the wall surrounding the lower part of the cylinder B isa passage 1 having an inlet port I near its lower end, and after passingpart way around the cylinder communicating with a port 1 This port is solocated that when the piston C is at the upper end of its stroke a portC therein will register with the port l for the admission of air fromthe passage ll into the crank case chamber. The piston C has formed inits head a passage J having the inlet ports J in its bottom wall and anoutlet port J in its peripheral wall, which is adapted, when the pistonis at the lower end oi it stroke, to register with a port it:comniunira'ting with the passage K in the inner wall oi the cylinder, orbetween the power cylinder l3 and the valve cylinder D. This passageli'. extends upward and cone niunicatesei through a port ll? with an arenular passage l1 extending about the upper i the cylinder ll, or thatportion which l by the piston when at the downtoo 11] is provided with astrip L, and upon the opposite side of the passage K and separatedtherefrom by the division strip M. The passage M extends downward to thelower end of the cylinder and there communicates through a port M withthe cylinder D when the piston E in said cylinder is at the upper end ofits stroke, said port being covered by the piston during its downwardstroke. The pisort N, which, when at the downward end 0 its stroke,registers with the port connecting with the passage N, which exteuds upto the upper end of the cylinder and communicates by a lateral passage Nwith an annular chamber N in the head of the cylinder. This chambercommunicates by ports 0 with a valve chamber 0 containing a check valveP, which is held toits seat by a spring P. The arrangement of parts justdescribed is such that during the operation of the engine, air is firstdrawn in through the passage I and through the ports I and C when inregistration, into the crank case chamber, the suction produced by theupstroke of the piston causing the movement. Upon the down-stroke of thepiston the air within the crank case is compressed, and when the portsJ" and K register, this compressed air is forced first through thepassage J in the piston and then through said registering ports into thepassage K and through the port K into the passage L. After passingaround the cylinder in this passage L the air passes through the port Land downward through the passage M to the port H, which, when uncoveredby the piston E, admits the air into the lower part of the cylinder D.Upon the downstroke of the piston E the air in said cylinder is furthercompressed, and when the port N registers with the passage N thiscompressed air is premitted to pass through said passage N, lateralpassage N and annular passage N to the ports 0 and valve case 0, openingthe valve P against the tons-lion oil the spring l? and entering thecyliinlor it. This occurs when the piston (l at the downward end oi itsstroke, and. upon the return stroke oi? this piston the air containedwithin-tho cylinder is further compressed until it reaches a temperaturesuitable for ignition.

The oil or other liuuiil tool which in till in theengine, first enters apassage Q in thewall of the cylinder D, and after passing downwardenters throu h a port Q into said cylinder above the piston E. Thispiston is provided centrally with a plunger E engaging a bore in a headR fixed within the cylinder D, and above this head It is a piston valveS sliding in the cylinder 1).. This valve S has a port S at one sidethereof, which is adapted to register with a port T leading into themain cylinder B. There is also a second head U fixed in the cylinder Dabove the piston valve S and forming a clearance chamber U thereabove.

In operation the retraction of the piston E will pump oil or otherliquid fuel into the cylinder 1), forcing it upward against the valve Suntil the latter registers its port S with the port T. The valve S inits downward direction is moved by the suction created on the lower sidethereof. The displacement of the plunger E during the upward stroke ofthe piston E will then force the desired quantity of oil through theport'T into the cylinder 13. This occurs during the time in which thepiston O is on its power stroke and the heat due to the high compressionof the air will cause automatic ignition of the fuel which will beburned during said power stroke, combustion being supported by the airreturning from the chamber U through the port U By means of theconstruction above described, the air which is used to supportcombustion is gradually heated by being passed successively from thecooler to the hotter parts of the walls of the engine casing, and isthen further compressed by the fiston E and delivered into the cylinderHere the upward stroke of the piston C gives the final compression whichproduces the automatic ignition of the oil entering through the port T.Thus I utilize the heat of combustion which would be otherwise wasted,in raising the tempera ture of the air before its final compression. Thevalve P is preferably mounted in a casing V which is removably securedin the cylinder head, and thus whenever it is necessary to re-seat thisvalve it may be easily detached for this purpose. To further utilize thewaste heat of the engine the are haust conduit is formed in the hollowwall and extends around the lower end of the pump cylinder beforeescaping to the ex.-

ternal atmosphere. As shown W is the ore .haust port in the enginecylinder which is uncovered by the piston when at the lower end of itsstroke. W is a conduit leading downward from the port ll within the hullow walls, and. W is a latcrally-extending conduit which passes aboutthe pump cylhidcr to the port /V This permits the heat in the combustiongases to be communiarted to the cylinder wells and to air heated airinto the passages therein. I also preferably provide means forscavenging t e cylinder from burnt gases, comprising a port X in thecylinder connecte by a passage X with the port X in the crank-casechamber. This permits a small portion of the compressed air in thecrank-case to pass u to I the port X when the latter is uncovers by thepiston, and the air thus admitted sweeps around a deflector X and drivesthe remnant of burnt gases out through the exsively forcing air throughsaid passages from the cooler to the hotter portions of said walls andfinally forcing the air into the power cylinder, and means actuated bythe pump piston for also forcing the fuel into said power cylinder.

'2. An internal combustion engine, comprising power and pump cylindershaving hollow walls forming air and fuel passages, a piston in said owercylinder coiiperating with ports therein for forcing air through saidhollow walls progressively from the cooler to the hotter portionsthereof, and a piston in said pump cylinder for forcing the owercylinder during the compression stro re of the power piston and forforcing the fuel into said power' cylinder during the power stroke ofthe piston.

3. An internal combustion engine, comprising power and pump cylindershaving hollow walls forming air and fuel passages, a piston in saidpower cylinder cohperating with ports therein for forcing air throughsaid hollow wall from the cooler to the hotter portions thereof, apiston in said pump cylinder for forcing the heated air into said powercylinder during the compression stroke and for forcing the fuel intosaid power cylinder during the power stroke, and a chamber into whichthe air from said power cylinder is ejected during the compressionstroke and from which it returns to commingle with the fuel during thepower stroke.

4t. An internal combustion engine, comprising power and pump cylindersprovided with hollow walls forming air and fuel pas sages independent ofeach other, a piston in said. power cylinder coiipcrating with portstherein for forcing air through said hollow walls from the cooler to thehotter portions thereof, and a double acting piston. in said pumpcylinder operating on one side thereof to force the heated air into saidpower cylinder and operating on the opposite side there of to for ca thefuel into said cylinder.

flail} internal combustion engine, com-- iii-id prising power and pumpcylinders having hollow Walls forming air and fuel passages, a piston insaid power cylinder cooperating with ports therein for-forcing airthrough said hollow Walls from the cooler to the hotter portionsthereof, a double acting piston in said pump cylinder operating on oneside thereof to force the heated air into said power cylinder andoperating on the opposite side to force the fuel into said cylinder, anda valve in said pump cylinder operated by said piston and controllingthe admission of fuel into the power cylinder.

6. An internal combustion engine, comprising power and pump cylindersprovided with hollow walls forming air and fuel passages, a dividedcrank case having the chambers thereof respectively communicating withsaid power and pump cylinders, a piston in said power cylindercooperating with ports therein and with said crank case chamher. forforcing air through said hollow walls from the cooler to the hotterportions thereof, a double acting piston in said pump cylinder'operating on one side thereof in con junction with the connectingchamber of the crank case for forcing the heated air into said powercylinder and operating uponthe opposite side to propel the fuel intosaid cylinder, a chamber into which the air compressed in said powercylinder during the compression stroke is forced and from which itreturns during the power stroke and a valve for controlling theadmission of fuel into said power cylinder during the power stroke tocommingle the same with said returning air to eflect combustion.

7. An internal combustion engine, comprising power and pump cylindersprovided with hollow walls forming air and fuel passages, a piston insaid power cylinder cooperating with ports therein for forcing airthrough said hollow walls from the cooler to the hotter portionsthereof, a piston valve, and a double acting piston in said pumpcylinder operatin on one side thereof to force the heated air into saidpower cylinder, and operating on the opposite side thereof to force thefuel into said piston valve.

In testimony whereof I afiix my signature in presence of two witnesses.

OTTO KERSCHT.

Witnesses:

JAMES P. BARRY, HENRIETTA E. BOWMAN.

